JPH0747857A - Differential limit torque control device - Google Patents

Abstract

PURPOSE:To provide a sure fail safe function by calculating a controlling lateral acceleration value based on a sensor signal, when lateral acceleration sensor voltage is less than a change quantity limiter value, and restricted by a change to the change quantity limiter value, when the voltage is the change quantity limiter value or more. CONSTITUTION:A differential limit torque giving means (a) provided between right/left drive wheels to give differential limit torque in accordance with a control command from the outside and a lateral acceleration sensor (d) for detecting lateral acceleration acting in a car body are provided. In a controlling lateral acceleration value arithmetic means (c), a controlling lateral acceleration value is calculated, based on a sensor signal, when the lateral acceleration sensor signal is less than a change quantity limiter value with vehicle action not unstable as a time change quantity of lateral acceleration, and restricted by a change to the change quantity limiter value, when the sensor signal is the change quantity limiter value or more. Based on this controlling lateral acceleration value, target differential limit torque is set by a target differential limit torque setting means (d), and the differential limit torque giving means (a) is controlled.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a differential limiting torque control device for electronically controlling a differential limiting torque between left and right driving wheels based on lateral acceleration information.

[0002]

2. Description of the Related Art Conventionally, as a differential limiting torque control device for electronically controlling a differential limiting torque between left and right driving wheels based on lateral acceleration information, for example, one disclosed in Japanese Patent Laid-Open No. 62-265030 is known. Has been.

In the above-mentioned conventional source, the sensor signal from the lateral acceleration sensor is used as lateral acceleration information, and, for example, lateral acceleration corresponding control that increases the differential limiting torque as the lateral acceleration becomes higher is used for high μ road acceleration turning. Techniques have been shown to increase responsiveness and stability.

[0004]

However, in the above-mentioned conventional differential limiting torque control device, when the sensor signal from the lateral acceleration sensor is directly used as the control lateral acceleration value, the lateral acceleration sensor fails and the sensor signal becomes In the case of a sudden change, the limited differential torque suddenly increases or decreases, and the vehicle behavior becomes unstable.

That is, when the differential limiting torque rapidly increases or decreases, the torque is transmitted from one wheel to the other wheel, and a large torque difference occurs between the left and right wheels. The torque difference between the left and right wheels directly becomes a yaw moment around the center of gravity of the left and right wheels, which makes the vehicle behavior unstable. As described above, in the differential limiting torque control in which the sudden change of the differential limiting torque directly affects the yaw moment to affect the vehicle behavior, the vehicle behavior countermeasure at the time of sensor failure is an important problem to be solved.

Therefore, in order to solve this problem, two lateral acceleration sensors are provided, and even if one of the lateral acceleration sensors fails, the average value of both sensor signals is used to reduce the influence on the lateral acceleration response control. However, in this case, if the failed sensor signal suddenly increases or decreases suddenly, the amount of change over time in the average value may also exceed the limit for maintaining stable vehicle behavior. In addition, in addition, it is necessary to provide two lateral acceleration sensors, which causes an increase in cost.

The present invention has been made in view of the above problems, and an object thereof is to provide a differential limiting torque for electronically controlling the differential limiting torque between the left and right driving wheels based on lateral acceleration information. In a control device, a reliable fail-safe function is achieved while securing lateral acceleration response, which is advantageous in terms of cost.

[0008]

In order to achieve the above-mentioned object, in the differential limiting torque control device of the present invention, as shown in the claim correspondence diagram of FIG. Differential limiting torque applying means a for applying a differential limiting torque according to the above, a lateral acceleration sensor b for detecting a lateral acceleration acting on the vehicle body, and a change that does not make the vehicle behavior unstable as a temporal change amount of the lateral acceleration. When the lateral acceleration sensor signal is less than the change amount limiter value, the control lateral acceleration value that follows changes in the sensor signal is calculated, and when the lateral acceleration sensor signal is greater than the change amount limiter value, the change amount limiter value is set. Control lateral acceleration value calculating means c for calculating the control lateral acceleration value by restricting the change to the maximum value, and a target for setting the target differential limiting torque that enhances the turning performance according to the control lateral acceleration value. A slip limiting torque setting means d, characterized in that it comprises a differential limiting torque control means e for outputting the target differential control command limit torque is obtained in the differential limiting torque applying means a.

[0009]

When the control lateral acceleration value is calculated from the sensor signal from the lateral acceleration sensor b which detects the lateral acceleration acting on the vehicle body, the control lateral acceleration value calculating means c calculates the lateral acceleration preset. The change amount limiter value that does not make the vehicle behavior unstable is used as a reference for the time change amount.When the lateral acceleration sensor signal is less than the change amount limiter value, the control lateral acceleration value that follows the change in the sensor signal is calculated, and the lateral lateral acceleration value is calculated. When the acceleration sensor signal is equal to or larger than the change amount limiter value, the change to the change amount limiter value is restricted and the control lateral acceleration value is calculated.

Then, in the target differential limiting torque setting means d, a target differential limiting torque for enhancing turning performance is set according to the control lateral acceleration value from the control lateral acceleration value calculating means c, and the differential limiting torque is set. The control means e outputs a control command for obtaining the target differential limiting torque to the differential limiting torque applying means a, and the differential limiting torque applied between the left and right driving wheels is controlled by an external command.

Therefore, when the lateral acceleration sensor b is normal, the differential limiting torque is controlled by the lateral acceleration value for control that follows changes in the lateral acceleration sensor signal, so that when the lateral acceleration sensor is normal, the lateral acceleration required. Acceleration response is secured.

On the other hand, when the lateral acceleration sensor b fails, the differential limiting torque is controlled by the control lateral acceleration value whose degree of change is restricted to the change amount limiter value with respect to the sudden change of the lateral acceleration sensor signal. Thus, the vehicle behavior is prevented from becoming unstable due to the failure of the lateral acceleration sensor b.

[0013]

Embodiments of the present invention will be described below with reference to the drawings.

First, the structure will be described.

FIG. 2 is an overall system diagram of a rear wheel drive vehicle to which the differential limiting torque control device of the embodiment of the present invention is applied.

In FIG. 2, 1 is an engine, 2 is a transmission, 3 is a propeller shaft, 4 is an electronically controlled limited slip differential (hereinafter abbreviated as electronically controlled LSD), 5 and 6 are rear wheels, and 7 and 8 are front wheels. Is.

The electronically controlled LSD 4 has a built-in differential limiting clutch 10 for generating a differential limiting torque between the left and right rear wheels 5 and 6 according to the clutch control pressure applied from the hydraulic unit 9.

The hydraulic unit 9 includes a hydraulic power source 11 and an LS.
And a D control valve 12. The hydraulic unit 9 and the differential limiting clutch 10 correspond to the differential limiting torque applying means a.

The LSD control valve 12 is controlled by the control current ILSD from the active LSD controller 13 to generate a clutch control pressure for the limited differential clutch 10.

In the active LSD controller 13, the left front wheel rotation speed VwFL from the left front wheel rotation sensor 14 and
The right front wheel rotation speed VwFR from the right front wheel rotation sensor 15, the left rear wheel rotation speed VwRL from the left rear wheel rotation sensor 16, the right rear wheel rotation speed VwRR from the right rear wheel rotation sensor 17, and the lateral acceleration sensor 18 Lateral acceleration sensor voltage VYG (corresponding to lateral acceleration sensor a), longitudinal acceleration sensor voltage VXG from longitudinal acceleration sensor 19, throttle sensor voltage Vθ from throttle opening sensor 20, and switch signal from brake switch 21. BS and A from ABS controller 22
The BS operation signal AS or the like is input.

Next, the operation will be described.

[Differential Limiting Torque Control Operation Processing] FIG. 3 is a flowchart showing the flow of the differential limiting torque control operation processing performed by the active LSD controller 13 at a control cycle of 10 msec. Each step will be described below.

In step 30, the left front wheel rotation speed VwFL, the right front wheel rotation speed VwFR, the left rear wheel rotation speed VwRL, and the right rear wheel rotation speed VwRR.
And lateral acceleration sensor voltage VYG and throttle sensor voltage Vθ
Is entered.

In step 31, the left and right wheel rotational speed difference ΔV
And the vehicle speed Vcar are calculated by the following equations.

ΔV = | VwRR−VwRL | Vcar = max (VwFR, VwFL) In step 32, the torque T ₁ corresponding to the difference between the left and right wheel rotation speeds.
Is calculated by the following equation based on the left-right wheel rotational speed difference ΔV and the vehicle speed Vcar.

T ₁ = f ₁ (ΔV, Vcar) T ₁ = K ₁ · ΔV (Vcar <20km / h) T ₁ = K ₂ · ΔV (Vcar ≧ 20km / h) where K ₁ and K ₂ are As shown in FIG. 4, there is a relationship of K ₁ > K ₂ , and a large gain K ₁ on the low vehicle speed side provides the torque T ₁ corresponding to the left-right wheel rotational speed difference.

In step 33, the lateral acceleration sensor voltage V
The lateral acceleration Y _G is calculated by YG, and the throttle opening θ is calculated by the throttle sensor voltage Vθ.

Here, the lateral acceleration Y _G depends on the magnitude of the lateral acceleration sensor voltage VYG as shown in FIG.
The lateral acceleration Y _{G of} left turn (2.5 V or less) and right turn (2.5 V or more) is calculated with 5 V = 0 G as a boundary. Also,
As shown in FIG. 5B, the throttle opening θ is 0.5V = 0 °, 2.V depending on the magnitude of the lateral acceleration sensor voltage VYG.
It is calculated such that 5V = 45 ° and 4.5V = 90 °.

At step 34, the lateral acceleration Y _G (i) stored in the memory one control cycle before is read.

In step 35, the lateral acceleration change amount ΔY _G
Is calculated by the following formula.

ΔY _G = Y _G −Y _G (i) In step 36, it is determined whether the lateral acceleration absolute value | Y _G | is greater than or equal to the set lateral acceleration Y _{GO, and} if | Y _G | ≧ Y _GO , the step is performed. 37-go to step 39, | Y _G | <
If Y _GO , proceed to step 40 to step 42.

Here, the set lateral acceleration Y _GO is set in consideration of the degree of influence on the vehicle behavior.
Given by _GO = 0.4G.

In step 37, the lateral acceleration change amount ΔY _G
Is positive, that is, it is determined whether the lateral acceleration tends to increase with time.

At step 38, ΔY _G at step 37.
When it is determined that> 0, the current lateral acceleration Y _G (i + 1) is calculated by the following equation.

Y _G (i + 1) = Y _G (i) + min (| ΔY _G |, ΔY _Gmax2 ) In step 39, when it is determined in step 37 that ΔY _G ≦ 0, the current lateral acceleration Y _G ( i + 1) is calculated by the following formula.

Y _G (i + 1) = Y _G (i) −min (| ΔY _G |, ΔY _Gmax2 ) In these steps 38 and 39, ΔY _Gmax2
Is a change limiter value, and ΔY _Gmax2 = 0.01 G /
If the change amount absolute value | ΔY _G | is smaller than 0.01 _G / 10 msec and the change amount absolute value | ΔY
_G | is adopted and the absolute value of change | ΔY _G | is 0.01G
If it is / 10 msec or more, the change amount limiter value ΔY _Gmax2 is adopted (corresponding to the control lateral acceleration value calculating means c).

In step 40, the lateral acceleration change amount ΔY _G
Is positive, that is, it is determined whether the lateral acceleration tends to increase with time.

In step 41, ΔY _G in step 40
When it is determined that> 0, the current lateral acceleration Y _G (i + 1) is calculated by the following equation.

Y _G (i + 1) = Y _G (i) + min (| ΔY _G |, ΔY _Gmax1 ) In step 42, when it is determined in step 40 that ΔY _G ≦ 0, the current lateral acceleration Y _G ( i + 1) is calculated by the following formula.

Y _G (i + 1) = Y _G (i) -min (| ΔY _G |, ΔY _Gmax1 ) In steps 41 and 42, ΔY _Gmax1
Is the variation limiter value, and ΔY _Gmax1 = 0.05G /
If it is set to 10 msec and the absolute value of change | ΔY _G | is smaller than 0.05 _G / 10 msec, the absolute value of change | ΔY
_G | is adopted and the absolute value of change | ΔY _G | is 0.05G
If it is / 10 msec or more, the variation limiter value ΔY _Gmax1 is adopted (corresponding to the control lateral acceleration value calculating means c).

In step 43, the throttle opening corresponding torque T ₂ is calculated by the throttle opening θ and the current lateral acceleration Y _G (i + 1) (corresponding to the target differential limiting torque setting means d).

Here, the torque T ₂ corresponding to the throttle opening degree
As shown in FIG. 6 (b), the gain Ka is calculated according to the lateral acceleration Y _G (i + 1), and as shown in FIG. 6 (a), the proportional characteristic and throttle Calculated by the opening. The gain Ka is given as a constant value up to a lateral acceleration Y _G (i + 1) of 0.4 _G , and when the lateral acceleration Y _G (i + 1) exceeds 0.4 _G , the gain Ka increases in proportion to the lateral acceleration Y _G (i + 1).

At step 44, the differential limiting torque T is set by the select high of the torque T ₁ corresponding to the left-right wheel rotational speed difference and the torque T ₂ corresponding to the throttle opening.

In step 45, the differential limiting torque T set in step 44 is converted into a current value i corresponding to this.

This conversion is carried out using table data given in advance for the i-P characteristic of the hydraulic unit 9 and the P-T characteristic of the limited slip differential clutch 10.

In step 46, the control current ILSD according to the current value i is output.

Here, the control current ILSD is output by a dither current with dithering applied.
D = i ± Δi, f ₀ (Δi = 100A, f ₀ = 100H
z).

Steps 44 to 46 correspond to the differential limiting torque control means e.

In step 47, the timer i is incremented (i = i + 1).

[Normal lateral acceleration sensor] When the lateral acceleration sensor 18 is normal, the lateral acceleration absolute value | Y _G | is equal to or greater than the set lateral acceleration Y _GO , and the lateral acceleration change amount ΔY _G is the change amount limiter value ΔY _Gmax2. When it is smaller than (= 0.01 G / 10 msec), the current lateral acceleration Y _G (i + 1) is Y _G (i + 1) = Y _G (i) + | Δ in step 38 of the flowchart of FIG.
Y _G |, and in step 39 of the flowchart of FIG. 3, the current lateral acceleration Y _G (i + 1) is Y _G (i + 1) =
It is calculated by Y _G (i) − | ΔY _G |.

When the lateral acceleration sensor 18 is normal and the lateral acceleration absolute value | Y _G | is less than the set lateral acceleration Y _GO ,
Lateral acceleration change amount ΔY _G is change amount limiter value ΔY _Gmax1
When it is smaller than (= 0.05 G / 10 msec), the current lateral acceleration Y _G (i + 1) is Y _G (i + 1) = Y _G (i) + | ΔY _{G in} step 41 of the flowchart of FIG. |, And the lateral acceleration Y _G (i + 1) at this time is Y _G (i + 1) = Y _G (i) − | ΔY _G | in step 42 of the flowchart of FIG.
Is calculated by

That is, approximately ΔY _G <ΔY _Gmax1 , ΔY
_{When the} lateral acceleration sensor 18 in which _Gmax2 is maintained is normal,
The lateral acceleration Y _G (i + 1) used for control is set with a high response value that directly follows the change in the lateral acceleration that actually acts on the vehicle, and the throttle opening θ and this lateral acceleration are set in step 43. Throttle opening compatible torque T by Y _G (i + 1)
₂ is calculated, and in step 44 the differential limiting torque T = T ₂
In this case, in step 45 and step 46, the differential limiting torque control corresponding to the throttle opening for obtaining the differential limiting torque T is performed.

In particular, when the absolute value of lateral acceleration | Y _G | is less than the set lateral acceleration Y _GO (= 0.4 G) and the change in vehicle behavior due to a sudden change in lateral acceleration is small, the change limiter value ΔY _Gmax1 is ΔY. _Gmax1 = 0.05G / 10msec, which is a large value, the change amount limiter value ΔY _Gmax1
Is given by ΔY _Gmax1 = 0.01 _G / 10 msec | Y _G
Higher control responsiveness is ensured than when | ≧ 0.4 G.

Therefore, as shown in the control characteristic of FIG. 6, the differential limiting amount is increased in proportion to the throttle opening, and the degree of increase is increased as the lateral acceleration Y _G (i + 1) increases. By the control, the effects aimed at by 1) and 2) below are exhibited with good response when the lateral acceleration change amount ΔY _G is small.

1) Ensuring oversteer at the initial stage of acceleration (small torque at low throttle opening).

2) Improvement of response to accelerator control (throttle opening proportional torque by lateral acceleration corresponding gain).

[At the time of lateral acceleration sensor failure] When the lateral acceleration sensor 18 fails, the lateral acceleration absolute value | Y _G | is equal to or greater than the set lateral acceleration Y _GO , and the lateral acceleration change amount ΔY _G is the change amount limiter value ΔY _Gmax2. When it is (= 0.01 G / 10 msec) or more, the lateral acceleration Y _G (i + 1) at this time is Y _G (i + 1) = Y _G (i) + ΔY in step 38 of the flowchart of FIG.
It is calculated by _Gmax2 , and the lateral acceleration Y _G (i + 1) of this time is Y _G (i + 1) =
It is calculated by Y _G (i) -ΔY _Gmax2 .

When the lateral acceleration sensor 18 is out of order and the lateral acceleration absolute value | Y _G | is less than the set lateral acceleration Y _GO ,
Lateral acceleration change amount ΔY _G is change amount limiter value ΔY _Gmax1
When it is (= 0.05 G / 10 msec) or more, the lateral acceleration Y _G (i + 1) at this time is _{calculated as} Y _G (i + 1) = Y _G (i) + ΔY _{Gmax1 in} step 41 of the flowchart of FIG. The calculated lateral acceleration Y _G (i + 1) is Y _G (i + 1) = Y _G (i) −ΔY _{Gmax1 in} step 42 of the flowchart of FIG.
Is calculated by

That is, the lateral acceleration change amount ΔY _G based on the lateral acceleration sensor voltage VYG from the lateral acceleration sensor 18 due to a sensor failure is the change amount limiter value ΔY _Gmax1 or ΔY.
Lateral acceleration used for control Y _G (i + 1) even if _Gmax2 or more
Change amount is the change amount limiter value ΔY _Gmax1 or ΔY
_Regulated by _Gmax2 , the lateral acceleration Y _G (i + 1) is ensured to increase or decrease within the range of the change limiter value ΔY _Gmax1 or ΔY _Gmax2 .

For example, 0.5 G of the lateral acceleration sensor 18
The operation at the time of 1.0 G sudden change failure will be described with reference to FIG. In FIG. 7, the alternate long and short dash line is the characteristic after countermeasures, and the solid line is the characteristic before countermeasures.

First, in the characteristics before countermeasures, the lateral acceleration Y _G suddenly changes from 0.5 G to 1.0 _G when a failure occurs, and the throttle opening corresponding torque T ₂ also suddenly changes from 60 kgm to 120 kgm. As for the characteristics of the yaw rate ψ'added to the vehicle, the driving torque on the outer wheel side of the turning increases due to the rapid direct connection of the rear differential, and a torque difference is generated between the left and right wheels, which results in a strong oversteer characteristic and destabilizes the vehicle behavior.

On the other hand, in the characteristic after the countermeasure, the lateral acceleration Y
_{When G} fails, from 0.5G to 1.0G, 0.01G
It gradually changes with a gradient of / 10 msec, and the torque T ₂ corresponding to the throttle opening degree similarly changes, for example, from 60 kgm to 120 kgm.
The characteristic of the yaw rate ψ'added to the vehicle gradually changes to, and the gradual increase in the differential differential limiting torque of the rear differential results in a gradual oversteer characteristic to maintain stable vehicle behavior.

For example, 1.0 G of the lateral acceleration sensor 18
The operation at the time of 0 G sudden change failure will be described with reference to FIG. In FIG. 8, the alternate long and short dash line represents the characteristic after the countermeasure, and the solid line represents the characteristic before the countermeasure.

First, in the characteristics before countermeasures, the lateral acceleration Y _G suddenly changes from 1.0 G to 0 G when a failure occurs, and the throttle opening corresponding torque T ₂ similarly changes from 120 kgm to 0 G, for example.
The characteristic of the yaw rate ψ'added to the vehicle suddenly changes to kgm and the driving torque on the outer wheel side of the turning sharply decreases due to the sudden release of the rear differential, resulting in a torque difference between the left and right wheels, resulting in strong understeer characteristics, so that the driver does not go off the course. You have to steer to the next round.

On the other hand, in the characteristic after the countermeasure, the lateral acceleration Y
_{When G} fails, from 1.0G to 0G 0.01G / 10
The torque T ₂ corresponding to the throttle opening also gradually changes with a gradient of msec, for example, gradually changes from 120 kgm to 0 kgm, and the characteristic of the yaw rate ψ'added to the vehicle also gradually changes the differential of the rear differential. The torque is reduced, resulting in a gentle understeer characteristic, which maintains stable vehicle behavior.

Next, the effect will be described.

(1) Left and right rear wheels 5, based on lateral acceleration information
In a differential limiting torque control device for electronically controlling the differential limiting torque between six, a lateral acceleration change amount limiter value ΔY _{Gmax at} which vehicle behavior is not unstable is set, and a lateral acceleration change amount ΔY of the lateral acceleration sensor voltage VYG. _G is the change limiter value Δ
When it is less than Y _Gmax, the control lateral acceleration Y _G (i + 1) that follows changes in the lateral acceleration sensor voltage VYG is calculated, and the lateral acceleration change amount ΔY _{G of} the lateral acceleration sensor voltage VYG is the change amount limiter value ΔY _Gmax. more is regulated to a change to the variation limiter value [Delta] Y _{Gm ax} calculates the lateral acceleration Y _G for controlling (i + 1) when,
Since the device for performing the differential limiting torque control corresponding to the throttle opening with the lateral acceleration as the input information is used, it is possible to achieve the reliable fail-safe function while ensuring the lateral acceleration response with a cost advantage.

(2) As the variation limiter value, | Y _G |
When ≧ Y _GO , the value of ΔY _Gmax2 is set to 0.01 _G / 10 msec which does not lead to unstable behavior of the vehicle, and | Y _G |
When Y _GO , the value of ΔY _Gmax1 is set to 0.05 G / 10 msec, which is required for control response. Therefore, in the throttle opening differential differential torque control, control response is important when lateral acceleration is small. It is possible to achieve both the responsiveness and the stability, and it is possible to achieve both the responsiveness and the stability, in which importance is attached to the stability of the vehicle behavior when the lateral acceleration is large.

Although the embodiments have been described above with reference to the drawings, the specific configuration is not limited to the embodiments, and modifications and additions within the scope of the present invention are included in the present invention. Be done.

For example, in the embodiment, the example in which the differential limiting torque is applied by the hydraulic multi-plate clutch is shown, but an electromagnetic clutch can be used as long as the differential limiting torque can be variably controlled by a control command from the outside. And so on.

In the embodiment, the example of application to the rear-wheel drive vehicle is shown, but it can be applied to the front-wheel drive vehicle.

In the embodiment, as an example of the control using the lateral acceleration information, an example of the throttle opening-corresponding differential limiting control that determines the gain by the lateral acceleration is shown. The present invention can also be applied to lateral acceleration-compatible differential limiting control that directly applies differential limiting torque according to the magnitude of acceleration.

[0073]

As described above, according to the present invention, in the differential limiting torque control device which electronically controls the differential limiting torque between the left and right driving wheels based on the lateral acceleration information, the temporal change of the lateral acceleration. The change amount limiter value that does not make the vehicle behavior unstable is set as the amount, and when the lateral acceleration sensor voltage is less than the change amount limiter value, the control lateral acceleration value that follows changes in the sensor signal is calculated. When the change amount limiter value or more is provided, a control lateral acceleration value calculation means for calculating the control lateral acceleration value by restricting the change up to the change amount limiter value is provided, and the control lateral acceleration value is used as control information for lateral acceleration correspondence. Since it is a device that performs differential limiting torque control, there is an advantage in that it is possible to achieve a reliable fail-safe function while ensuring lateral acceleration response with a cost advantage. It is.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram showing a differential limiting torque control device of the present invention.

FIG. 2 is an overall system diagram of a rear wheel drive vehicle to which the differential limiting torque control device of the embodiment is applied.

FIG. 3 is a flowchart showing a flow of a differential limiting torque control operation process performed by the active LSD controller of the embodiment apparatus.

FIG. 4 is a differential limiting torque characteristic diagram corresponding to the left-right rotational speed difference in the embodiment apparatus.

5 (a) is a lateral acceleration characteristic diagram with respect to a lateral acceleration sensor voltage, and FIG. 5 (b) is a throttle opening characteristic diagram with respect to a throttle sensor voltage.

FIG. 6 (a) is a throttle-corresponding torque characteristic diagram with respect to the throttle opening, and FIG. 6 (b) is a gain characteristic diagram with respect to lateral acceleration.

FIG. 7 is a time chart showing the operation when the lateral acceleration sensor has a sudden change from 0.5 G to 1.0 G.

FIG. 8 is a time chart showing the operation when the lateral acceleration sensor suddenly changes from 1.0 G to 0 G.

[Explanation of symbols]

 a differential limiting torque applying means b lateral acceleration sensor c lateral acceleration value calculating means for control d target differential limiting torque setting means e differential limiting torque control means

Claims (1)

[Claims] 1. A differential limiting torque applying means which is provided between left and right drive wheels and which applies a differential limiting torque according to a control command from the outside, and a lateral acceleration sensor which detects a lateral acceleration acting on a vehicle body. A change amount limiter value that does not make the vehicle behavior unstable is set as the time change amount of the lateral acceleration, and when the lateral acceleration sensor signal is less than the change amount limiter value, the control lateral acceleration value that follows the change in the sensor signal is calculated. , When the lateral acceleration sensor signal is greater than or equal to the change limiter value, the control lateral acceleration value calculation means for calculating the control lateral acceleration value by restricting the change up to the change limiter value, and turning according to the control lateral acceleration value Target differential limiting torque setting means for setting a target differential limiting torque for enhancing performance, and differential control for outputting a control command for obtaining the target differential limiting torque to the differential limiting torque applying means. Differential limiting torque control apparatus characterized by comprising: a torque control means.